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CN102032066B - Method and apparatus for operating engine using equivalence ratio compensation factor - Google Patents

Method and apparatus for operating engine using equivalence ratio compensation factor Download PDF

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Publication number
CN102032066B
CN102032066B CN201010508166.6A CN201010508166A CN102032066B CN 102032066 B CN102032066 B CN 102032066B CN 201010508166 A CN201010508166 A CN 201010508166A CN 102032066 B CN102032066 B CN 102032066B
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China
Prior art keywords
correction factor
map
module
apc
engine load
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CN201010508166.6A
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Chinese (zh)
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CN102032066A (en
Inventor
W·王
L·K·维金斯
J·M·凯泽
C·F·丹尼尔斯
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a control system and a method of controlling operation of an internal combustion engine, which concretely includes a load determination module that determines an engine load, an equivalence ratio module that determines an equivalence ratio, a correction factor module that generates a correction factor based on the engine load, the equivalence ratio, and the engine speed and an engine operation module that regulates operation of the engine based on the correction factor.

Description

Utilize the method and apparatus of equivalent proportion compensating factor operation motor
Technical field
The disclosure relates to engine control system, relates more specifically to the control system based on moment of torsion and method for motor.
Background technique
The object of the description of background technique provided herein is generally to provide background of the present disclosure.The inventor's of current signature work in the described degree of this background technique part, and may not form and not expresses aspect prior art of the present invention or be impliedly accepted as prior art of the present disclosure when submitting to.
Explosive motor burns air and fuel mixture in cylinder combustion, with driven plunger and produce driving torque.Entering engine air capacity regulates by closure.More particularly, the area of throttle adjustment closure, its increase or reduce to enter engine air capacity.When throttle area increases, entering engine air capacity increases.Fuel Control System is adjusted speed that fuel sprays and is provided required air/fuel mixture for cylinder.As can be understood, increase and to enter the air of cylinder and moment of torsion output that fuel can increase motor.
Engine control system has developed into accurately control engine speed and has exported to obtain required engine speed.The cooling effect that has been found that fuel gasification can reduce gas-filling temperature and improve volumetric efficiency (VE).VE has quantized firing chamber in the lower efficiency that obtains fresh air of given inlet air conditions (such as suction pressure and temperature).Due to the cooling effect of fuel gasification, especially, under high-load condition, manifold absolute pressure (MAP) sensor can not accurately be indicated the manifold local compression of air.Because cooling effect occurs in the downstream of MAP sensor, MAP sensor can not provide accurate reading.Therefore, the moment of torsion based on MAP may be calculated by error count.
Summary of the invention
Therefore, the disclosure is provided for the method and system of the definite cooling effect with the fuel gasification in compensation gas handling system of make-up air quality.
Aspect one of the present disclosure, a kind of method comprises definite engine load, and certainty equivalence ratio produces correction factor based on engine load, equivalent proportion and engine speed, and the operation based on correction factor control engine.
In another aspect of the present disclosure, control module and the method for controlling the operation of explosive motor comprise the determination of power load module of determining engine load, the equivalent proportion module of certainty equivalence ratio, produces the correction factor module of correction factor and the power operation module of the operation based on correction factor adjusting motor based on engine load, equivalent proportion and engine speed.
In addition, the present invention also comprises following technological scheme.
1. 1 kinds of technological schemes are for regulating the method for the operation of explosive motor, and described method comprises:
Determine engine load;
Certainty equivalence ratio;
Based on described engine load, described equivalent proportion and engine speed, produce correction factor; With
Based on described correction factor, control the operation of described motor.
The method of technological scheme 2. as described in technological scheme 1, is characterized in that, determines that engine load comprises that the manifold absolute pressure (MAP) based on described motor determines described engine load.
The method of technological scheme 3. as described in technological scheme 1, is characterized in that, determines that engine load comprises that the throttle position based on described motor determines described engine load.
The method of technological scheme 4. as described in technological scheme 1, is characterized in that, certainty equivalence ratio comprises based on air/fuel sensor signal or lambda (λ) sensor signal determines described equivalent proportion.
The method of technological scheme 5. as described in technological scheme 1, is characterized in that, also comprise based on described correction factor and estimate every cylinder air quantity (APC), and wherein, the operation of controlling described motor comprises the operation of controlling described motor based on described APC.
The method of technological scheme 6. as described in technological scheme 5, is characterized in that, estimates that APC comprises in response to MAP and volumetric efficiency to determine described APC.
The method of technological scheme 7. as described in technological scheme 1, it is characterized in that, also comprise based on described correction factor and estimate APC and estimate the moment of torsion based on MAP based on described correction factor, and the operation of wherein, controlling described motor comprises the operation of controlling described motor based on described APC and described moment of torsion based on MAP.
The method of technological scheme 8. as described in technological scheme 1, is characterized in that, also comprise based on described correction factor and estimate the moment of torsion based on MAP, and wherein, the operation of controlling described motor comprises the operation of controlling described motor based on the described moment of torsion based on MAP.
The method of technological scheme 9. as described in technological scheme 8, is characterized in that, estimates that moment of torsion based on MAP comprises based on described correction factor and described intake temperature and engine speed estimate the described moment of torsion based on MAP based on described correction factor.
The method of technological scheme 10. as described in technological scheme 1, is characterized in that, the operation of controlling described motor comprises that the operation of controlling described motor based on described correction factor overcomes the cooling effect of fuel gasification.
The method of technological scheme 11. as described in technological scheme 1, is characterized in that, the operation of controlling described motor comprises that the operation of controlling described motor based on described correction factor overcomes the change of the volumetric efficiency that the cooling effect due to fuel gasification causes.
12. 1 kinds of technological schemes are for controlling the control system of the operation of explosive motor, and described system comprises:
Determine the determination of power load module of engine load;
The equivalent proportion module of certainty equivalence ratio;
Based on described engine load, described equivalent proportion and engine speed, produce the correction factor module of correction factor; With
Based on described correction factor, regulate the power operation module of the operation of described motor.
The control system of technological scheme 13. as described in technological scheme 12, is characterized in that, the manifold absolute pressure (MAP) of described engine load based on described motor.
The control system of technological scheme 14. as described in technological scheme 12, is characterized in that, the throttle position of described engine load based on described motor.
The control system of technological scheme 15. as described in technological scheme 12, is characterized in that, described equivalent proportion is based on air/fuel sensor signal or lambda (λ) sensor signal.
The control system of technological scheme 16. as described in technological scheme 12, is characterized in that, also comprises the APC estimation module of estimating every cylinder air quantity (APC) based on described correction factor, and described power operation module operates described motor based on described APC.
The control system of technological scheme 17. as described in technological scheme 16, is characterized in that, described APC is based on MAP and volumetric efficiency.
The control system of technological scheme 18. as described in technological scheme 12, it is characterized in that, also comprise the torque model module based on MAP of estimating the moment of torsion based on MAP based on described correction factor, and comprise the APC estimation module of estimating APC based on described correction factor, and wherein, described power operation module operates described motor based on described APC and described moment of torsion based on MAP.
The control system of technological scheme 19. as described in technological scheme 12, it is characterized in that, also comprise the torque model module based on MAP of estimating the moment of torsion based on MAP based on described correction factor, and wherein, described power operation module is controlled described motor based on the described moment of torsion based on MAP.
The control system of technological scheme 20. as described in technological scheme 12, is characterized in that, the operation that described power operation module is controlled described motor based on described correction factor overcomes the cooling effect of fuel gasification.
Other content of application will become clear from specification provided herein.Should be appreciated that, specification and instantiation are only the objects for illustrating, and do not limit the scope of the present disclosure.
Accompanying drawing explanation
From describing in detail and accompanying drawing, the disclosure will be understood more fully, in accompanying drawing:
Fig. 1 is the schematic diagram according to exemplary engine system of the present disclosure;
Fig. 2 is the detailed diagram of the control module of Fig. 1;
Fig. 3 is the flow chart of explanation step of the present disclosure; And
Fig. 4 is the figure of explanation air/fuel ratio and every cylinder air quantity.
Embodiment
Below being described in is only exemplary in essence, and is not intended to limit absolutely the disclosure, its application or purposes.For clear, with identical label, represent similar element in the accompanying drawings.As used herein, phrase A, " at least one " in B and C should be understood to presentation logic (A or B or C), use be non-exclusive logic OR.Should understand, the step in method can be carried out with different orders, and does not change principle of the present disclosure.
As used herein, term " module " refers to specific integrated circuit (ASIC), electronic circuit, the processor of carrying out one or more software or firmware program is (shared, special-purpose, or in groups) and storage, combinational logic circuit, and/or other suitable member of required function is provided.
With reference now to Fig. 1,, engine system 10 comprises that the mixture of combustion air and fuel is to produce the motor 12 of driving torque.Air is inhaled into intake manifold 14 by closure 16.Closure 16 regulates the Mass Air Flow (MAF) that enters intake manifold 14.Air in intake manifold 14 is assigned in cylinder 18.Although show single cylinder 18, should understand that coordinated torque control system of the present invention can implement in having the motor of a plurality of cylinders, include but not limited to 2,3,4,5,6,8,10 and 12 cylinders.
Fuel injector (not shown) sprays the fuel mix with air, when air is inhaled into cylinder 18 by air inlet port and fuel mix (fuel also can directly spray and enter cylinder).Fuel injector can be the associated sparger of fuel injection system 20 with electronics or machinery, and vaporizer or another are for spout or the port of system that fuel is mixed with the air entering.Required air-fuel (A/F) ratio providing in each cylinder 18 is provided fuel injector.
Suction valve 22 optionally opens and closes so that air/fuel mixture enters cylinder 18.Suction valve position is regulated by admission cam shaft 24.Air/fuel mixture in piston (not shown) compression cylinder 18.Spark plug 26 starts the burning of air/fuel mixture, and this burning drives the piston in cylinder 18.And piston actuated bent axle (not shown) is to produce driving torque.When escape cock 28 is in an open position, the burning and gas-exhausting in cylinder 18 is forced to discharge discharge port.Escape cock position regulates by discharging camshaft 30.Exhaust is processed and be released in atmosphere in releasing system.Although show single suction valve 22 and escape cock 28, should understand, motor 12 can comprise a plurality of suction valves 22 and escape cock 28 in each cylinder 18.
Motor 10 can comprise intake cam phase discriminator 32 and discharge cam phaser 34, and it regulates respectively the rotating timing of admission cam shaft 24 and discharge camshaft 30.More specifically, the timing separately of admission cam shaft 24 and discharge camshaft 30 or phase angle can be relative to each other or with respect to piston the position in cylinder 18 or crank position and postpone or in advance.By this way, the position of suction valve 22 and escape cock 28 can relative to each other or with respect to piston the position in cylinder 18 regulates.By regulating the position of suction valve 22 and escape cock 28, can regulate the amount of the air/fuel mixture that sucks cylinder 18, thereby and can regulate Engine torque.
Engine system 10 can comprise exhaust gas recirculatioon (EGR) system 36.Egr system 36 comprises EGR valve 38, and valve 38 regulates and flow back into the extraction flow in intake manifold 14.Egr system is conventionally implemented as and regulates discharge.Yet the quality that is circulated back to the exhaust in intake manifold 14 also can affect Engine torque output.
Control module 40 operates motor based on the engine control based on moment of torsion of the present disclosure.More specifically, the engine speed (RPM of control module 40 based on required dES) and produce throttle control signal and the leading control signal of spark.Throttle position signal is produced by throttle position sensor (TPS) 42.Operator inputs 43, such as accelerator pedal, produces operator's input signal.Control module 40 order closures 16 arrive stable position to obtain required throttle area (A tHRDES) and order spark timing to obtain required spark timing (S dES).Closure actuator (not shown) is adjusted throttle position based on throttle control signal.
The temperature that intake temperature (IAT) sensor 44 flows in response to inlet air also produces IAT signal.The quality that maf sensor 46 flows in response to inlet air also produces MAF signal.Manifold absolute pressure (MAP) sensor 48 is in response to the pressure in intake manifold 14 and produce MAP signal.Engineer coolant temperature sensor 50 is in response to coolant temperature and produce engine temperature signal.Engine speed sensor 52 in response to the rotational speed of motor 12 (that is, RPM) and produce engine speed signal.Each signal being produced by these sensors is received by control module 40.
Engine system 10 also can comprise turbosupercharger or the pressurized machine 54 being driven by motor 12 or motor discharge.The air that turbosupercharger 54 compressions suck from air inlet.More specifically, air is inhaled into the medial compartment of turbosupercharger 54.Air in medial compartment is inhaled into compressor (not shown) compressed in compressor.Compressed air enters intake manifold.
Air/fuel sensor or lambda (λ) sensor 60 can be provided in discharge stream.Air/fuel sensor or exhaust gas oxygensensor provide the indication of the air/fuel ratio of motor.
With reference now to Fig. 2,, understand in more detail controller 40.Controller 40 can comprise equivalent proportion module 110.Equivalent proportion module 110 can be from air/fuel ratio or exhaust gas oxygensensor 60 admission of airs/fuel ratio signal or the λ signal shown in Fig. 1.Equivalent proportion module 110 produces equivalent proportion signal.The equivalent proportion ratio to oxygenant that is the fuel measured to the ratio of oxygenant divided by the fuel of stoichiometric proportion.Equivalent proportion can be also λ/mono-.Wherein, λ is that air/fuel is than the air/fuel ratio divided by stoichiometric proportion.
Correction factor module 112 can receive equivalent proportion signal from equivalent proportion signaling module 110.Correction factor module 112 can receive RPM signal 114 from crankshaft sensor signal or other engine speed sensor signal.
Correction factor module 112 also can receive load signal from determination of power load module 116.Engine load can be determined with MAP or TPS signal.Certainly, MAP and throttle position all can be used for determining of load.
Correction factor module 112 produces correction factor based on equivalent proportion, engine speed and load, and wherein, engine load is based on MAP or TPS signal.Can sample plot certainty equivalence ratio, the correlation of engine speed and engine load, to determine inflation compensating factor.As described below, the amount of compensation can increase along with the increase of engine load.Correction factor module 112 can be stored question blank or the correction factor chart based on engine load, engine speed and equivalent proportion.
Correction factor from correction factor module 112 is used in the operation that power operation module 118 regulates motor.Power operation module 118 can be carried out in response to correction factor the function of control engine.
Power operation module 118 can comprise every cylinder air quantity (APC) module 120 based on MAP or the moment of torsion module 122 based on MAP.APC based on MAP and the APC based on MAF can be used, because the measured value of (such as transient state or air inlet reversing mode) MAF may inaccuracy in some cases.Engine control can optionally be used two kinds of APC to determine.In example below, use the APC based on MAP.
APC estimation module 120 can produce based on correction factor the APC estimated value of estimation.APC (m cyl) can be MAP x V cylthe function of x VE/R x ChgTemp x correction factor, wherein, MAP is manifold absolute pressure, V cylbe the volume of cylinder, VE is definite volumetric efficiency by the function as load and engine speed, and R is universal constant, and ChgTemp is gas-filling temperature, and correction factor is correction factor definite in correction factor module 112.
Correction factor module 112 also can offer correction factor the torque model module 122 based on MAP.Torque model module 120 based on MAP can produce moment of torsion based on MAP.As mentioned above, MAP signal possibility uncompensation fuel gasification therefore, may provide incorrect reading under some engine operating condition (such as under high load).Can determine aerodynamic moment with air inlet gas-filling temperature.Aerodynamic moment is calibrated conventionally under the standard temperature and pressure for ergometer operation.Aerodynamic moment can be the function of RPM, cam phaser position and spark timing.Correction factor can be multiplied by aerodynamic moment model provides the MAP moment of torsion of correction to determine.
Referring now to Fig. 3, show the method based on correction factor operation motor.In step 210, determine engine speed.As mentioned above, engine speed can be determined from crankshaft sensor.In step 212, determine engine load.Engine load can be determined with MAP or TPS signal.In step 214, can determine air/fuel ratio or λ.In step 216, can carry out certainty equivalence ratio with air/fuel ratio or λ.In step 218, can determine the correction factor based on air/fuel ratio or λ, engine load and engine speed.In step 220, with correction factor, operate motor.The example of power operation is provided in step 222, and it produces improved APC estimated value based on correction factor.In another example, in step 224, can proofread and correct the moment of torsion based on MAP with correction factor.
Referring now to Fig. 4, in figure, with circle, show the air/fuel ratio that changes to dense side (ratio from high to low) under different RPM from poor side.With square, show the APC that utilizes MAP to calculate.With triangle, show another APC calculating from the stand analysis meter based on discharge.The air that stand analysis based on discharge is identified consumption for the fuel supply based on measuring and λ reading is suitable accurate.Certainly, in practice, the laboratory method based on discharge stand can not be utilized, because the fuel of burning can not be measured or measure.Therefore, determine correction factor, to the APC measured value from MAP sensor is brought up to based on the represented size of triangle.Therefore, correction factor can compensate based on the definite inaccuracy of MAP or can not carry out definite situation based on MAP.Each engine type can be calibrated to determine different correction factors.
Those skilled in the art can recognize that instruction widely of the present disclosure can realize in a variety of forms from explanation before now.Therefore, although the disclosure describes in conjunction with concrete example, true scope of the present disclosure should not be subject to this restriction, because after having studied accompanying drawing, specification and claim, those skilled in the art will know other remodeling.

Claims (14)

1. for regulating a method for the operation of explosive motor, described method comprises:
Determine engine load;
Certainty equivalence ratio;
Based on described engine load, described equivalent proportion and engine speed, produce correction factor;
Based on described correction factor, estimate every cylinder air quantity (APC),
Based on described correction factor, estimate the moment of torsion based on manifold absolute pressure (MAP),
Based on described every cylinder air quantity (APC) and described moment of torsion based on manifold absolute pressure (MAP), control the operation of described motor.
2. the method for claim 1, is characterized in that, determines that engine load comprises that the manifold absolute pressure (MAP) based on described motor determines described engine load.
3. the method for claim 1, is characterized in that, determines that engine load comprises that the throttle position based on described motor determines described engine load.
4. the method for claim 1, is characterized in that, certainty equivalence ratio comprises based on air/fuel sensor signal or lambda (λ) sensor signal determines described equivalent proportion.
5. the method for claim 1, is characterized in that, estimates that every cylinder air quantity (APC) comprises in response to manifold absolute pressure (MAP) and volumetric efficiency to determine described every cylinder air quantity (APC).
6. the method for claim 1, it is characterized in that, the moment of torsion based on described correction factor estimation based on manifold absolute pressure (MAP) comprises based on described correction factor, intake temperature and engine speed estimates the described moment of torsion based on manifold absolute pressure (MAP).
7. the method for claim 1, is characterized in that, the operation of controlling described motor comprises that the operation of controlling described motor based on described correction factor overcomes the cooling effect of fuel gasification.
8. the method for claim 1, is characterized in that, the operation of controlling described motor comprises that the operation of controlling described motor based on described correction factor overcomes the change of the volumetric efficiency that the cooling effect due to fuel gasification causes.
9. for controlling a control system for the operation of explosive motor, described system comprises:
Determine the determination of power load module of engine load;
The equivalent proportion module of certainty equivalence ratio;
Based on described engine load, described equivalent proportion and engine speed, produce the correction factor module of correction factor;
Based on described correction factor, estimate the torque model module based on manifold absolute pressure (MAP) of the moment of torsion based on manifold absolute pressure (MAP),
Based on described correction factor, estimate every cylinder air quantity (APC) estimation module of every cylinder air quantity (APC),
Based on described every cylinder air quantity (APC) and described moment of torsion based on manifold absolute pressure (MAP), operate the power operation module of described motor.
10. control system as claimed in claim 9, is characterized in that, the manifold absolute pressure (MAP) of described engine load based on described motor.
11. control system as claimed in claim 9, is characterized in that, the throttle position of described engine load based on described motor.
12. control system as claimed in claim 9, is characterized in that, described equivalent proportion is based on air/fuel sensor signal or lambda (λ) sensor signal.
13. control system as claimed in claim 9, is characterized in that, described every cylinder air quantity (APC) is based on manifold absolute pressure (MAP) and volumetric efficiency.
14. control system as claimed in claim 9, is characterized in that, the operation that described power operation module is controlled described motor based on described correction factor overcomes the cooling effect of fuel gasification.
CN201010508166.6A 2009-10-08 2010-10-08 Method and apparatus for operating engine using equivalence ratio compensation factor Active CN102032066B (en)

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Application Number Priority Date Filing Date Title
US12/575,729 US8538659B2 (en) 2009-10-08 2009-10-08 Method and apparatus for operating an engine using an equivalence ratio compensation factor
US12/575729 2009-10-08

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CN102032066B true CN102032066B (en) 2014-04-09

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